Brake-control mechanism



ug. 14, M923. HAMQZ@ E. H. HELDEN BRAKE CONTROL MECHANIS M Filed April 25, 1918 ZSheetS-Sheet l u o o k O O o v O K VT El .g n K 0l les w=` l. T U m E- Q 11W L E l i I slfm I?? 221 n a \\|l||,ll /l @Howe/13 Ang.' 14, 1923.

E. H. BELDEN BRAKE CONTROL MECHANISM Filed April 25, 1918 2^SheebS-Shee6 2 Patented Aug. 14, 19.23,

entren EDWARD E. BELDEN, 0F TOLEDO, OI'I, MISTIE QSSIQETTEENTS, TG TOLEDO, Oli-IXO, it

WILLYS-OVERLAND COFIPANY, @F

BRAKE-CONTEL MEGEANISM.

Application letl April 25,

To all `whom t may concern.'

Be it known that I, EDWARD H. BnLDnN, a citizen of the United States, residing at Toledo7 in the county of Lucas and State of Ohio, have invented certain new and useful Improvements in Brake-Control Mechanism. of which Ideclare the following to be a full, clear, and exact description.

This invention relates to an improvement in brake control mechanism for motor vehicles.

The invention has for its primary.7 object, to provide an internal brake and operating connection which can be mounted more compactly and be more effective than the internal brakes heretofore known and used.

It is a further object of the invention to provide aV simple and inexpensive brake operating mechanism which can be produced and assembled on a motor vehicle at a comparatively low cost.

Further objects, and objects relating to the economies of manufacture and details of .'construction, will delinitely appear from the detailed description to follow. l

I accomplish the objects of my invention by the devices and means described in the following specification. My invention is clearly defined and pointed out in the appended claims.

A structure constituting a preferred em bodiment of my invention is illustrated in the accompanying drawings, forming a part of this specicatiomin which,

Fig. I is a top plan view of the chassis of a motor vehicle embodying my invention.

Fig. II is a side elevation on the line II-II in F ig. I, the rear axle and one brake rod being` shown in cross-section.

Fig. III is a detail, sectional view showing the mounting of my improved internal brake on one side of the transmission gear case, the section being` taken substantially on the the line III- III of Figs. I and V.

F ig. IV is a fragmentary, horizontal, sectional view taken substantially on the line IV-IV in Fig. II..

F ig. V is a rear elevation or" the transmission gear case and shows the means on the gear transmission case for mounting part oi the brake operating mechanism.

Fig. VI is a view in side elevation of one end of the rear axle, the wheel being removed, said view showing the construction of the brake.

1918. Serial No. 230,746.

Fig. VII is a detail, fragmentary. sectional view, taken on the line VII-VII in F VI.

In the drawings9 similar reference numerals refer to similar parts throughout the several views.

Considering the numbered parts of the drawing and referring to I, a frame l() is supported .from the front axle. ll bv springs 12 and from the rear axle casing` I3. by springs 14.. Said front axle lari'ies the usual steering wheels l5 and the rear axle the driving wheels 1G. un engine l? is mounted on the frame l0 and drives the rear live axle through the transmission. hnusef! in the case I8, and the propeller shaft 18 IV) housed in the tube i9. The usual universal `ioint 20 (Fig. IV) is provided for connecting the transmission to the propeller shaft, said universal joint being house`L in the casing member 2l which engages in a socket provided on the transmission case I8. llhe brake flanges (indicated by the dotted lines in VI) are provided in the usual manner on the rear wheels and the brake shoes 23 are pivoted at 24; within the brake hubs formed on the ends of the axle so as to engage the inner surface of the corresponding flange 22 when the shoes are spread or opened on their pivot aLlrIhe free ends of the brake shoes 23 have the surfaces or heads 26, between which the cam is disposed, so that, as this cam is rotated the shoes 23 will be spread to firmly engage the 'flange 22 on the wheels 1G and thereby brake the same. Springs 2S are provided. connected at their opposite end to the oppo site shoes 23, and thereby normally drawing said shoes toward each other and holdi fr them out of braking engagement with tee flange 22. Y

Ihe cams 2T are formed on the outer ends of the rock shafts 29, (F VI and VII). The rock shafts QQ are journaled near their outer ends in the bosses 30 provided in the` members 3l on the enns of the rear axle casing' 13, and their inner ends are journaled vin the sockets 32 formed on the differential casing` These rock shafts aro further provided near the sockets 32 with arms fill- (Fig. I).

@n the rear face of the transmission caso 18, (Figs. II, III and V). are formed two ears 35 in which is journaled the rock shaft 3G havingsecured on its ends the arms 37 Y path of movement of the axle as viewed in and 38, the arm 37 having the head 37 and the arms 38 having the head' 39 and the opening`38. Rod-s 40 and 41- are provided with yokes 42 on their respective ends and intermediate these ends with turn buckles 43. The `yokes on the rear ends oit the rods are pivoted-to the upper ends of the arms 34 provided on the rock shafts 29. The forward end ot' the rod 40 is connected by a pin to the head 37 on the arm 37, provided on the rock shaft 36, and the orwardend of the rod 4l is similarly connected at 38 lto the arm 38 provided on the rock shaft 36.

The rear axle being connected to the rear end of the frame by springs 14, it will be understood that as the rear Vaxle moves up and down, it moves in a path approximating the arcor' a circle. The brakes and brake arms 34 carried by the axle accordingly move in Va similar path, and it is consequently desirable that the points 37 and 38, where the forward ends of the links 40 and 4l are pivoted, be substantially equalv distances from the upper and .lower limits of movement of the pivotv points b. The

Figure Il would appear substantially as the arc of' a very large circle, which vior convenience may be assumed to be a straight line asindicated by the dotted line a. The

points 37 and 385should therefore liesome what below the level of the pivotal connections Z) ot' the links 40 and 4l with the arms 34, so that the links extend substantially perpendicular to the'lline a, and in View ofthe inclination oit the propeller shaft.

and the relative proportions of thearms 34.

and 3 8, the shaft 36must be journaled at the lower part ot' the vgear casing and below the propeller shaft housing. The points 37 and 38, are thus Yapproximately Vequidistant from the two extreme positions indicated by dotted circles c of the connections l), due to the flexing of the springs 14. By this mechanism, the variations in the movenient oi the brakes byreasoii of the movement of the rear axle Ytowards and from the frame is reduced to a minimum, and the danger of setting'- or materially varying` the.

tension o'l the brakes when moving over inequalities of the road is eliminated.

A link 44 having a yoke on each of its ends, (F ig. Il) is pivoted at one end to the head 39 on the arm 3S provided on the rock shaft 36, and the other end of said link is pi'votally connected at 45 4to the lowerend desiredto operate the internal brake, thev (cles.

hand brake lever 46'is operated in the usual" manner. Thismoves the lower endwotthe lever Aforward, pulling the "link44`, which in turn draws the arm 38 forward. VThis forward movement-01"' the arm 38 turns the rock shaft 36 in' a corresponding direction which in turn vdraws the rods 40 and 41 forward whereby the rock shafts 29 arev rocked and the cams'.27a.re turned so as to. spread the brake shoes23 which engage'the flanges 22 on the rear wheels andY thereby vbrake the same. Y A reversal ot the hand lever 46 will relieve Vtliepi-essure, as Vfis .ob vious. Y c

lt is apparent from the'structure and ar.- rangeiiient of yparts in my improved braking `mechanism that/the pressure applied to theV hand brake'rlever is immediately .effective .on the shoe brakes, which' isaivery desirable feature in emergency brakes on motor vehi-V Also, when knockingdown a car for shipment7 by disconnecting the rods40 and 4l the engine and transmission vmechaiiifsnijY canbe removed as a unit. lcllcwingtliis the chassis and springs can be'remov A another unit, which-will leave the rear axle structure and its associated parts -asathird unit. ln assembling the car the operationY can be reversed and the same advantages obtained.

I am aware that *thisembodiment YofY my invention, which l have here shown and described, is susceptible oit considerable varia-'- tion without departing from thespirit or my c invention, but l .have found that this Apar-V ticu'lar embodiment-is Ydesirable -rommany'. standpoints, and, therefore, l; desire to claim the saine specifically, as well as broadly; as indicated by the appended claims fr Having thus described my inveiitioii,what .I claim as new and desire to secure by Let-1 ters Patent, is: v j

1. -The combination with a rear axle structure and breaks :carried therebygl'a frame-f connected to said axle structure to move 11o downwardly and rearwardlyrelative;there'- Y to; a casing-for transinissionmechanism carried by said frame; a handle-ver pivoted on said casing; a shat't'journaled in. the lowerA "portion ot said casing intermediateofsaid 115 brakes and handleveryspaced lever iarms on said shaft a link member between one of Y said lever arms and said `hand lever and connecting links between said-lever arms and the brakes` said links being arrangedito in- 120 VCline downwardly from their rearendsf 2. rl`he combination witha rear axle 'strucu 1 ture and brakes carried thereby, atraine i supported by` andV extending beyond said 1 axle, 'springs carried by said traine :andr125 extending downwardly. and forwardly to said axle, a casing'tor transii'iissi'on mech'- anism carri-ed byfsaid trame,1 apropeller,v sha-ft vhousing extending -forwa-rdlyfitrom the rear axle 'structure/and ihaving la 130 soAV universal joint connection with said trans mission casing, a hand lever pivoted on said casing, a shaft journaled on said casing below the universal joint connecting the propeller housing with the casing and extending upon opposite sides of the center thereof, arms carried by the ends of said shalt, links connecting said arms with said brakes, said links being inclined to lie substantially perpendicular to the path of movement of said axle due to the flexing ot said springs, and a connection between one of said arms and said hand lever.

3. n a motor vehicle, the combination of a chassis, a rear axle, resilient means connecting said chassis and said axle whereby the path of movement of said axle relative to said chassis is inclined to the vertical, brake mechanism carried by said axle, brake operating mechanism carried by said chassis, and means connecting said brake mechanism and said brake operating mechanism extending substantially at right angles to said path or movement ci the rear axle.

et. ln a motor vehicle, the combination of a chassis, a rear axle, springs connecting said chassis and said rear axle arranged to cause said axle to move relatively to said chassis in a path inclined to the vertical, brake mechanism carried by said brake operating mechanism carried by said chassis, and a rod connecting said brake mechanism with said operating mechanism inclined to extend at substantially a right angle to said path ot movement oi the rear axle.

5. ln a motor vehicle, the combination of a chassis, a rear axle, springs secured to the end of said chassis and extending forwardly and downwardly to said axle, brake mechanism carried by said axle, brake operating mechanism supported from said chassis, and pull rods connecting said brake mechanism with said operating mechanism said rods inclining downwardly from said brake mechanism whereby relative movement of said axle and chassis due to the flexing oit said springs has substantially no ei'lect upon the tension of said rods.

6. Inainotorvehicle,the combination of a rear axle, a chassis supported by and extending beyond said axle, cantilever springs carried by said chassis and extending downwardly and forwardly to said axle, a transmission casing carried by said chassis and having lugs on its lower portion, a lever pivotally mounted in said lugs, a brake mechanism at each end or" said axle comprising a rock shalt, and a lever therefor and pull rods operatively connecting said first lever with said last levers, said rods being inclined to lie substantially perpendicular to the path of movement of said axle due to the flexing of said springs.

ln testimony whereof, l ailix my signature.

EDWARD H. BELDEN. 

